Car construction.



K. f.' NYSTRUM. CAR CONSTRUCTION.

APPLICATIQN FILED FEB. I9, I917 Patented Jan. 22

K.,F. NYSTRUIVI.

CAN CONSTRUCTION.

' APPLICATION FILED FEB. 19. 1917.

Patented Jan.22,1918.

INXZENTOQ:

MTI ff f A f i f ww( ATT onmiryj To all whom t may concern 1 Kein: nnITJornYsTnoM, or sr. LAMBERT, QUEBEC, CANADA. f A,

' een CONSTRUCTION. i

Speccation of Letters Patent. Patentgd-Jaing, Application sied February 19,1917.' serial 110,149,597., ing the yconnections of the `reinforcing end 55 Be it known that I, KARL FnrrJor' NY- wall angles to the side plate in the car body sTnoM, a subject of the King of Sweden, and Construction. i resident of 80 Edison avenue, in the town Fig. 6 is a longitudinal andverticalpseo f St. Lambert, Province of Quebec, in' tional view of the strikingplateand the the Dominion of Canada, have invented cerends .0f the truSS rods. f 1f' u tain new 'and useful Improvements in VGar Fig: 7 iS a longitudinal and horizontal Construction, of which the following is .the SeCtlonal view of the striking plate, showing speefeaten. fragmentary ends of the truss ,'I'ods' The invention relatesto improvements in 'Figi 8 iS a- CI'OSS Sectionalvew, `slliloiviiigg car construction as described in the present the Olltllle 0f i1-b0lStP and the "PSODS 65 specification and illustrated. in the accoin- 0f the truss rods atlandbeyoiidvsaid bolster. panying drawings that, ferm pai-t of the Like numerals of reference indicate co1'- Same, responding parts in each figure. I i x The invention consists essentially of the Referring t0 the CllWiDgS, the, Striking soV novel construction and arrangement, whereplat-es l, one at each en'd of the car, are tlie 7o by Certainmemberjs hitherto forming supcommunicating members in distributing the ports and reinforcements te the @er strucload throughout certain supporting andreture as distinct parts have in this invention IlfOICIlg PllftS.- i l i Inthe striking plates-1., each plate has beenl closely identified with an underframe in order to effect a better distribution of the the UPWEl'ldly @Xtnfllllg H111?? flange-Zend 75 load, the outer bulfer flange 3 joined )byI there- The objects of the 'invention are td'd'evise inforcing ribs 4 and below- Said engesii-the a means of strengthening tlie structures in CUS'OHIQIY Cllflffl bill Openlng [and buffer Certain types 0f freight and passenger railsurfaces, but it is only with the innerflange way cars, so that breakdowns may beavoid- 2 and the Effe-Q 0f il 1 I10Ck`011 the :Olltel' 80 ed and the loads carried with. some degree flrlgehat thlS IHVEHOH has to dofV i ofsurety, to repair the older wooden cars@ The flanges 5 andG of the -strikingfplates Aeo to insure economy in the maintenance of loro rigidly secured directly or byconnecti railway rollingstock, to furnish cars that lng bangle bars to. the longitudinal ellll will not be materiallyaffected by the shift- S111 t, the latter 138mg fOIlYlefl Preferably l 8:,

j ng of grain and Such like cargoes during aplurality of girders in boxlikelstructurf I l Shunting Operations,4 and generally t0 pro. and Closed in at @noli `@11d bySuiCl Strikinf "relation to said. striking plate and center'A lug ill fllf flanges of the center sill.

vide a cheap serviceable and durable 'sup plates and draft bars, 'therefore thegcenter orting and reinforcing frame for the car sill of 'the underframe 1s indissociable from Body, said striking plates so that all shocks com-"f90 In the drawings, Figure 11S an end ele; ing on `the latterare absorbed in said center vationpartially in sectionvof thefcar- `wall Sil'l. j ,y e and the underframe showing the, striking l` he truss rods 8 and 9 are secnreduat eaoh'f' plate andthe positions of then-ugs rods `in end by, the nuts lO'or other suitable fastenfw Y Ystrikingfplate 1 `95 and extend .from each end onfa'nd i sill, also Lthe angle barsreinforcingthe end Waui saddles ll, mounted on tliewbo'ls' Fig. 2 isa longitudinal sectional `View niand nnderthe brackets llhri'g. yw15 f thronghthe center sill showing the intimate to' the Z-bars ll. the httep being .L Il ym secured; to the center sill F"lisaid' Z-blirsrl 4 I being preferably mounted and secured be- Fig. 3 is a sectional detail Vshowing the Vond said center sill T on the cross bearers truss rod arrangementin the buffer plate 14, wliielrare centrally set in Wooden cars of a passenger cai'. being repaired to permit the applieation of Fig. 4 is a. plan view looking up, showing the center sill of the nmerfranie to the stru(1- 105 the truss rod and striking plate constructure.

tion in relation to the centerl sill, The brackets 13 are placed as near to the Fig. 5 is a plan and sectional View, sliowcenter sill 7`on the Z-bars le@ as the truss rods relations 'of the center truss rods to Vsaid minimum. Y

' The use of the Wooden cross 8 and 9 will permit, thus reducing the cantaliver effect on the said Z-bars 14 to the said truss rods continue into the turn buckles l 15 :at the center of the unde'rfrarne, by means of which the proper tension is applied to said rods.v w i L.

'-,It will be thus 'seen that as the holsters. 12

' are rigi'dl secured to the center sill 7 and also the -bars 14, the said truss rods `throughtmt their Whole length are never' apart from intimate association with said center sill, for they are fastened to the per- .pj manent ends of sald center sill, namely, the

vstriking plates 1, theyare supported inter- -20 also are strung under the -said Z-bars 14 mediate of their length on the bolsters12 and thereby exerting both downward and upwardpress'ure on said -center sill as Well as a longitudinal strain from their end connections,'consequentlyit may truly be said that the truss rods are -qulte as good as integral .with the under frame, and thus forming the'bott'om cord of a gir-der.

The outside truss'rods 16 and 17 are not like thefcenter truss rods 8 and 9 as at the ends they are not so intimately associated with the center sill 7, though amore delinite connectionV can be made if desirable, however for the purposes of this invention it is sufiicient to emphasize only the central' truss rods because of their proximity to said center sill. The truss rodsyl and 17 follow vthe same course as the truss rods 8 and 9 over the saddles 18 on the bolsters v12 and in the' brackets 19 secured to the Z-bars 14 and at their ends are secured in the end sills of the 'car as according to the present practice for all truss rods. A l

The Z-bars 2O extend vertically from the lianges 2 of the striking plates 1, to which they are rigidly secured, and are secured by the bolts 21 to the posts 22 of the end walls 23.

The angle bars 24 are secured to the inner sides of the vupper transverse beams 25 of the body frame and the bolts 26 secure the" Z-bars 20 to said angle bars 24 through said transverse beams 25.

-The outwardly projecting section of the angle bars 24 are rigidly secured to one section of the angle bars 27 and the other sections of the latter are rigidly secured to the side plates 28.

'It will be understood by the foregoing descriptiomreferring to the end wall reinforcing bars, that the under-frame and particularly the center" sill '7 is connected v throughsaid striking plates and Z-bars 20 to the vertical, transverse and longitudinal beams of the body frame practically embrac-4 ing the whale @airframe both body and unf der frames in what may be termed, ,forpurposes of explanation, an integral body andf supporting frame.

To more pertinently point out the features in this constructionit maybe said that in. the first place there 4is the underfrai'ne` formed 'of the Center sill 7 having theperi marient ends inthe striking plates`.1the intermediate upper transverse'members and the bolsters 12 lalso rigid with the center sill f 7, the intermediate transverse angle bars v14 center sill and intermediately bearing there on top 'and b'ottom,rand in the next place the.

body frame formed 'of longitudinal vertical and transverse beams, angle bars 'connecting -trans'verse to longitudinal beams and angle" bars connecting vertical to transverse and Vertical to the center sill of thefunderf frame, thereby completing a rigidly con` `nected frame structuge, in which the vstrain of load or shockwill bedistributed', so that the heaviest and strongest'parts bear the' chief burden of weight or shock.

In applying the truss rod construction` herein. described to passenger cars the truss' rods 29 and 30 are fastened "at each end tol the plates 31 and 32 of the spring casings at the inner ends of the spring butter mechanisms 33 and extend over intermediately placed saddles preferably on the lbolsters and under brackets supported by a transverse bar4 toward the centerl of the carand are adjusted centrally by turn buckles as in -the truss rods 8 and 9. l

' The buifer mechanisms 33 while in themselves comprising resilient members are rigidly attached to the underframe ofthe car, consequently the` truss rods 29'and 30` port, absorbing `as it doesmuch of the Weight and strain naturally coming to the holsters and truss rod, though together they form a structure of much greater capacity for weight bearing than separately, as it willV be seen that the center sill strengthenslthe truss rods and. incidentally the said'A truss rods strengthen the. center sill, whereas y t apart the truss rods ywould be ,bearing too -much strain and the weightv on the center sill would not be lessended. v

The effect of the shocks incident tothe i use of the cars, both in shunting and regular travel otherwise the 'bumping of one i car l tails that the center sill is the chief sup- `lessees 'against the other,` is dii 'the'underfrarre l asusualY and particularly the center sill 'as the truss rods do not share to any appreciable extent in this burden, thou h their intimate association with the un erframe renders them less liable to dlslocation, sim# :ply because Athey are held so firmly, of course 'this refers to the central truss rods described in detail hereinbefore.

The vertical .reinforcing angle bars are particularly eliicacious in the shifting of the cargo and in this construction it will be seen that'even in such happenings the center ing and said vcenter sill, consequently thesill again absorbs part of the load incident to the extra pressure on the end wall, and

thereby the end Wall becomes anv intermediatepart between the upper longitudinal fram- Weightis distributed inthree places., which Will have the effect of materially lightening the Jressure on one andsave the cat from brea ing or bulging. y

Various changes may be made in the details of the construction herein described Without departing from the spirit of the in- Vention so long as they remain Within" the scope of the claims for noveltyfollowing.

1. In car construction, aV VWooden body, i

bars secured" to the'beams-ef` theeframe of ok f'saiifl wooden. body and extending up the end Walls, a metal 'be'al'n formi-ng part of f the underi'rame of the car, plates connecting.,

ends of said center sill, truss rods secured in said striking nlates, angle bars secured to said striking plates and extending verti cally, a body having side and end Walls and vertical transverse and longitudinal beams in the framing7 said angle bars being secured to vertical beams in said framing, angle bars secured to transverse Abeams in said body.

framing and to said vertical angle bars and angle bars securing the transverse beam angles to the longitudinal beams in said fram-` ing.

27th day of January, 1917. l, I

` KARL -FRITJOF NYSTRGM.

Witnesses: v 1 I N.- FETHERSTONHAUGH, V. I. Fnrnnns'roNHAUcn.

signed at Mclaren, Quebec, canadagfhis i 

